Dual powered axle



June 4 p SCHQN DUAL POWERED AXLE Filed July 22, 1945 2 Sheets-Sheet l June 13, 1944. P SCHON DUAL POWERED AXLE Filed July 22. 194s 2 Sheets-Sheet 2 INVENTOR P/EP/@f 5ms/Q25.. Y 1MM Patented June 13, 1944 UNITED STATES PATENT OFFICE DUAL POWERED AXLE Pierre Schon, Indianapolis, Ind., assignor to Marmon-Herrington Company, Inc., Indianapolis, Ind., a corporation of Indiana Application July 22, 1943, Serial No. 495,705

3 Claims. (Cl. 'I4-389.5)

The object of my invention is tov provide an automotive axley structure comprising two relatively rotatable Wheel-driving output shafts wherein power from one source may be applied to both shafts through an appropriate differential connection permitting overrunning of either shaft relative to said power, and wherein power from a second independent source may be applied to one of said shafts without interfering with the capacity of the other shaft to overrun or underrun the shaft receiving powei'from said second source. i

The accompanying drawings illustrate an embodiment of my invention wherein the two output shafts are designed to be directly connected to traction wheels which support the axle structure, but it is to be borne in mind that the structure isV such that it may be utilized as a jack shaft where the two output shafts are otherwise connected respectively to two traction wheels or power-delivery trains.

Fig. l is a horizontal axial section;

Fig. 2 is an enlarged section, on the'same plane as Fig. 1 and on line 2--2 of Fig. 3, of the structure which permits differential or relative rotation of the two output shafts;

Fig. 3 is a section on line 3--3 of Fig. 2;

Fig. 4 is a section on line 4 4 of Fig. 2;

Fig. 5 is a fragmentary sectional detail of a portion of the differential coupling mechanism; and Y Fig. 6 is a fragmentary sectional detail of parts of said coupling mechanism.

In the drawings I indicates a housing within which are journalled two aligned output shafts II and I2 each splined at its inner end, as indicated at II and I2', respectively, and aligned with the two shafts II and I2 between the inner ends thereof are splined coupling shafts I3 and I4. Splined on part II of outputshaft I I is a clutch element I5, the inner face of which is provided with a plurality of radial clutch teeth I6 each of which'is flanked at its inner end with cam surfaces I 'I. Splined upon the coupling shaft I3 is a clutch element I5 which is exactly like element I and is provided on its inner face with radial clutch teeth and flanking cam sur faces the same as parts i6 and Il of clutch element I5. The inner adjacent ends il and I3 of shafts II and i3 are ensmalled, as indicated, and journalled on these ensmalled parts is a sleeve I9 having external splined teeth 2l). Splined upon the splines 2li are cam elements 22-22 each of which, on its outer face, is provided with a plurality of radial cam teeth 25 positioned to coact with the cam surfaces Il', I7', the parts 25 normally lying between teeth I6 and engaging the cam surfaces Il. Sleeved over each cam element 22 is a clutch ring 30 provided, on its outer face, with a circumferential series of radial clutch teeth 3I which normally lie between and interdigitated with the outer ends of clutch teeth I 6. A spring 32 lying between the two clutch rings 30, 30 normally holds them in their outer position with their teeth 3| interdigitated with the outer ends of teeth I6. The outer peripheries of the clutch rings 30 are provided with spline teeth 33 which interdigitate with spline teeth 34 of a driving spider 3-5 which encompasses the two clutch rings 3U, 30, and is provided with a plurality of radial pins 36.

Journalled upon the hubs of elements I5 and I5 is a driving shell 40 made in two parts clamped together by bolts 4I in order to permit the formation of pockets' 42 which receive pins 36. Shell 40 is rotatively supported in casing Il] by bearings 43, 43. Secured to shell 4is a main input gear 44 meshing with a pinion 45 secured to the input shaft 46.

The adjacent ends of the coupling shafts I3 and i4 are connected by a coupling 4'1 splined upon said shafts I3 and I4.

Splined upon shaft I4 is a spider element 50 provided with a plurality of radial half-cylindrical pins 5I and splined upon splines I2' of shaft I2 is a similar spider 50 having halfcylindrical radial pins 5I which complement the pins 5I, the composite pin 5I-5I' being received in pockets 52 of a shell 53 journalled on the hubs of the parts 50, 53. The assembly 5-50'-53 isjournalled in casing Ill by bearings 54-54 and shell 53v carries an input gear 55 meshing witha,

pinion`56 on the second input shaft 51. y

The cam ring 22 and associate clutch ring 3S are shouldered, as indicated at Btl (Fig. 2) so that axial displacement of cam ring 22 againstl the force of spring 32 will displace the associate clutch ring 3G to extract its teeth'SI from between the clutch teeth I6 of the associate element I5` or I 5.

The operation is as follows:

Assuming power to be applied to shaft 46, that power is delivered through the differential struc ture, which has been described, to the output shaft II and coupling shaft I3 and thence from coupling shaft I3 through coupling shaft I4 and the assembly -53' to the output shaft l2. If the road conditions are such as to require a one traction wheel to overrun the other, element I9 of the overrunning wheel will be rotated relative to the associate clutch ring 22 to cause cam surfaces I'I to engage cam teeth 25 to displace the cam 22 inwardly and, in turn, displace the associate clutch ring 30 inwardly to extract its teeth 3l from between teeth I3 of the associate element I9. It will be noted that clutch teeth 3| are narrower than the spaces between the outer ends of clutch teeth I6 so that this necessary relative rotation is possible. The displacement of clutch ring 3Ilpermts a differential rotation between the two output shafts II and I2, by successive steps and restoration of the displaced clutch rings 3B.

The differential mechanism which I have illustrated and described is notr my invention (see Patent 2,231,968, Thornton, Feb. 18, 1941), 'but' it is typical of a type of differential connection between two output shafts of such character that rotation of one of the output shafts by force directly applied thereto, cannot result in reverse rotation of the other output shafts through the medium of the differential mechanism, and it is to be understood that any differential mechanism of this character may be utilized in my apparatus.

When power, from an independent source, is applied to shaft l, that power is delivered directly to shaft I2 so as to propel the vehicle. Power is also delivered through coupling shafts Ill-I3 to bring the forward faces of the clutch teeth of element I5 against the rear faces ofthe companion teeth of ythe adjacent left-hand element 30. Thev cam faces Il of element I5ilt snugly between cam faces 25 of the left-hand element V22 and, 'as both elements 22 are spline'dy on I9 the Yforce which brings the forward faces of the teeth of Aelement I5 `againstthe rear faces of the mating teeth of adjacent element 22 to rotate-thetwo elements 22,. 22, causes the cams of theright-hand element 12-2 to ridei'the 'cams of elementl I5 and thus force element 3i) to the left and4 permit 'spider35 to overrun element I5 and shaft TII. It will be seen, therefore, that the driving effect of I5 on I5 will ybe a function of the strength of 'spring '32 and the cooperation of the cams of the right-hand elements 22 and I5. It will now be appreciated that two separate and independent power units may be provided for my improved axle, one for connection with the input shaft `'46 and one 'for connection with input shaft Yl's'I. The power unit connected with inputshaft 46 will be capable of exerting driving force upon both output shafts II and I2,- either of'said shaftsbeing capable, because of road'conditions; of over-running the other without exerting-any reversel driving force on the other. The power unit connected with input shaft fifi will be capable of'- exerting driving force upon output shaft-I 2 onlyfthe driving effect through the cams of element I5 and its companion part 22 being negligible), leaving shaft II and spider 35 free to overrun shaft I2 according to road conditions. Nevertheless, the left-hand engine is capable of 'forwardly rotating spider 35 and thus starting the right-hand engine from rest.

When only the left-hand engine is driving, and the vehicle negotiates a right-hand turn, spider 35 overruns element I5 and during a left-hand turn spider 35 overruns element I5'. When the right-hand engine is driving, element I5 overruns spider 35 during left-hand turns and element I5' overruns spider 35 during right-hand turns.

It is apparent, therefore, that my improved axle, when associated with dual engines, provides for operation of a Vehicle with a minimum of fuel consumption according to load and road conditions, while at all times adequate traction effect may be obtained and at all times each output shaft is free to rotate relative to the other inVY accordance with road conditions.

`Avehicle equipped with my improved axle and dual power units is very eiciently maneuverable. Under heavyload conditions both power units may be utilized, medium load conditions may be met by the unit connected to input shaft 46, and light vload conditions may bev met by the power unit connected to input lshaft 51, all without interferingl withv freedom of independent relative rotation of the outputv shafts induced by road conditions and, at the same time, avoiding the possibility of one power unit vexerting a drag on the other power unit.

For convenience, in the claims, .the essential differential connection between shafts II and I2 will be designated as a clutch typeA differential.

I claim as my'invention:

1. An axle structure comprising, a housing,"two output shafts journalled'in said housing, two input shafts journalled in said housing, a clutch type differential connection between one of said input shaftsl and the two output shafts, and Aa driving connection between the other input shaft and :only one of 'the output shafts.

2. An axleA structure comprising, a housing, two output shafts journalled in said housing, two input shafts journalled in said housing, a clutchtype differential having its input element connected to one of said. inputshafts and its two output elements connected Vrespectively to the two output shafts, a connection between 'the other input shaft and one ofthe output shafts, and a connection between said last-mentioned input shaft and one of Athe output elements of the differential.

.-3. An axle Vstructure comprising, a housing,

two output shafts journalled in said housing, two

input shafts journalled in-said housing, a clutchtype differential havingits input element connected' to one of said input shafts and one of its output elements connected to oneof said output shafts, a coupling shaft structure connected to the other output element of the differential, a connector-structure between said coupling-shaft structure and the vother output shaft, and a driving connection between said connector-structure and the other input shaft.

PIERRE SCHON. 

